Solenoid control valve assembly for an electropneumatic braking system for a vehicle, in particular a utility vehicle, electropneumatic braking system, and vehicle, in particular utility vehicle
Patent Information
- Authority / Receiving Office
- EP · EP
- Patent Type
- Applications
- Current Assignee / Owner
- ZF CV SYST GLOBAL GMBH
- Filing Date
- 2024-05-22
- Publication Date
- 2026-04-22
AI Technical Summary
Existing electro-pneumatic brake systems for commercial vehicles face complexity in achieving wheel-specific braking during faults, which is essential for automated driving functions, due to the lack of effective redundancy in solenoid control valve arrangements.
A solenoid control valve arrangement with two pairs of pilot control valves, each independently controlling input and output membranes, providing complete redundancy and allowing individual control of the brake system components, thereby enabling independent actuation of the valve unit without altering the existing valve unit design or electrical connections.
This solution allows for reliable wheel-specific braking even in fault conditions, enhancing the reliability and safety of automated driving functions by simplifying the control of the brake system and reducing the complexity of hardware and self-diagnosis requirements.
Smart Images
Figure EP2024064027_26122024_PF_FP_ABST
Abstract
Description
[0001] Solenoid control valve arrangement for an electropneumatic braking system for a vehicle, in particular a commercial vehicle, electropneumatic braking system and vehicle, in particular a commercial vehicle
[0002] The disclosure relates to a solenoid control valve arrangement for an electropneumatic braking system for a vehicle, in particular a commercial vehicle, wherein the electropneumatic braking system comprises a valve unit with a first valve connection and a second valve connection, a service brake pressure path with a pneumatic connection between the first valve connection and the second valve connection, an input diaphragm configured to selectively close the connection, and an output diaphragm configured to selectively vent the service brake pressure path. The disclosure further relates to an electropneumatic braking system for a vehicle, in particular a commercial vehicle, comprising a solenoid control valve arrangement, and to a vehicle, in particular a commercial vehicle, comprising a solenoid control valve arrangement and / or an electropneumatic braking system.
[0003] Solenoid valves are well known in the art. Particularly in electropneumatic braking systems, i.e., braking systems that are pneumatically actuated and electrically controllable and / or regulated, solenoid valves are used to electrically control pneumatic actuation of the braking system.
[0004] Such solenoid control valves enable rapid and precise response, control, and regulation of the braking system. This can improve the performance of automated driving functions such as anti-lock braking systems (ABS), electronic stability control (ESC), and / or yaw control (YC). Therefore, such solenoid control valves form the basis for autonomous driving applications.
[0005] In particular, to ensure sufficient safety and functionality in the event of a failure, such braking systems must be designed redundantly. In the event of a failure in a primary service braking system, a secondary service braking system can optionally take over operation of the braking system in place of the primary service braking system, albeit with limited capabilities.
[0006] Concepts for redundant brake pressure control are intended to enable redundant braking of the vehicle, particularly in the event of a brake system failure that partially or completely prevents the control of service brake pressure. Known concepts for redundant brake pressure control generally use partially redundant components and partially existing components to control the brake pressure.
[0007] For example, DE 10 2016 005 318 A1 discloses a system in which, in the event of a central control unit failing that would otherwise electronically control a front axle modulator, a bypass valve pneumatically controls a redundancy pressure, which is then provided to the front axle modulator to thereby achieve redundant pneumatic control of the front axle brake pressure. In general, DE 10 2016 005 318 A1 discloses an electronically controllable pneumatic brake system with at least two brake circuits, wherein at least one of the at least two brake circuits is assigned an electrically and pneumatically controllable control valve, and another of the at least two brake circuits is assigned an electrically controllable parking brake valve, for specifying brake pressures for controlling wheel brakes of the respective brake circuit.
[0008] It is known to use a braking system with two electronic control units (ECUs) in order to be able to control pilot valves redundantly.
[0009] DE 10 2018 121 957 A1 discloses a device for decoupling and / or protecting against compensating currents for use when at least one electro-pneumatic actuator is shared by a plurality of independently powered control units in redundant systems for autonomous driving. Each electro-pneumatic actuator has a common connection via which the electro-pneumatic actuator can be coupled and switched with a common connection of other electro-pneumatic actuators, and at least one dedicated connection via which the at least one electro-pneumatic actuator can be individually energized. A number of switching devices corresponding to the common connection and the number of dedicated connections of all electro-pneumatic actuators is arranged to switch whether or not to apply a current to the at least one electro-pneumatic actuator.The invention provides at least one current flow blocking device which is configured to prevent an undesired current flow to a non-active electronic control unit of the first and second control device devices.
[0010] DE 10 2018 121 960 A1 discloses a device for decoupling and / or protecting against compensating currents for use when at least one electrical actuator is shared by a plurality of independently powered control units in redundant systems for autonomous driving. Each electrical actuator has a common connection, via which the electrical actuator can be coupled and switched to a common connection of other electrical actuators, and at least one dedicated connection, via which the at least one electrical actuator can be individually energized. A number of switching devices corresponding to the common connection and the number of dedicated connections of all electrical actuators is arranged to switch whether or not to apply a current to the at least one electrical actuator.The invention provides at least one current flow blocking device which is configured to prevent an undesired current flow to a non-active electronic control unit of the first and second control device devices.
[0011] However, such redundancy requires a comparatively complex hardware driver to operate the solenoid control valves and thus also a comparatively complex self-diagnosis for error detection.
[0012] DE 10 2020 117 322 A1 discloses a vehicle system for a vehicle, in particular a commercial vehicle, with an electronically controllable pneumatic braking system and an electronically controllable steering device. The electronically controllable pneumatic braking system has a redundant control unit that controls the brake circuits in the event of a failure of an electronic stability control system of the braking system during a journey. In the event of a failure of the electronic stability control system during a journey, the redundant control unit controls the front axle with a front-axle redundancy brake pressure and / or the rear axle with a rear-axle redundancy brake pressure, axle by axle, and the electronically controllable steering device executes transverse-stabilizing steering interventions to keep the vehicle within a tolerance corridor of a predetermined target trajectory of the vehicle.
[0013] The electronically controllable pneumatic braking system is designed for dual-channel control: the front axle of the vehicle and, if applicable, any trailer, are subjected to a first brake pressure, and the rear axle of the vehicle is subjected to an independent second brake pressure. If an anti-lock braking system intervenes on the front axle, the first brake pressure is modulated, which reduces the tendency of the front axle wheels to lock, but can also lead to reduced brake pressure and thus reduced deceleration of the trailer. If an electronic stability program and / or yaw control system intervenes, the vehicle must be actively steered to ensure stable driving dynamics.
[0014] In other words, existing systems are not designed to implement wheel-specific braking even in the event of a fault, or they achieve wheel-specific braking through Y-wiring of the solenoid control valves, which contributes to increased complexity of the braking system. However, such wheel-specific braking is necessary even in the event of a fault in order to be able to implement automated driving functions and / or wheel-specific intervention in the braking system in the event of a fault.
[0015] The disclosure is based on the object of enriching the prior art and improving the features described above. In particular, the disclosure solves the problem of effectively enabling improved wheel-individual braking even in the event of a fault. According to one aspect of the disclosure, a solenoid control valve arrangement for an electropneumatic braking system for a vehicle, in particular a commercial vehicle, is provided, wherein the electropneumatic braking system has a valve unit with a first valve connection and a second valve connection, a service brake pressure path with a pneumatic connection between the first valve connection and the second valve connection, an input diaphragm configured to selectively close the connection, and an output diaphragm configured to selectively vent the service brake pressure path.The solenoid control valve arrangement comprises: a primary pilot valve arrangement with a first input pilot valve and a first output pilot valve; and a secondary pilot valve arrangement with a second input pilot valve and a second output pilot valve; wherein the input pilot valves are each configured to individually control the input diaphragm and the output pilot valves are each configured to individually control the output diaphragm.
[0016] It is proposed that the solenoid control valve arrangement comprise two pairs of solenoid control valves as pilot valves, thus comprising a total of four solenoid control valves. The solenoid control valve arrangement comprises two pilot valve arrangements, each of which is configured to control the input diaphragm and the output diaphragm. Each of the pilot valve arrangements is individually controllable and enables individual, i.e., independent, control of the input diaphragm and the output diaphragm. In other words, the primary pilot valve arrangement and the secondary pilot valve arrangement are configured to control the input diaphragms independently of one another and the output diaphragms independently of one another.In particular, the first input pilot valve can be actuated independently of the second input pilot valve and the first output pilot valve can be actuated independently of the second output pilot valve.
[0017] By providing two input pilot valves for individually controlling the input diaphragm and two output pilot valves for individually controlling the output diaphragm, complete redundancy of the controllability of the input diaphragm and the output diaphragm can be achieved. The valve unit of the brake system can remain unchanged, enabling effective implementation of the solenoid control valve arrangement. In particular, a valve unit housing, fastening means, connections, an exhaust air duct, and diaphragms from the prior art can be used. Furthermore, the two pilot valve arrangements can be controlled using control units known from the prior art, thus eliminating the need for specific modifications to electrical lines and / or connections.
[0018] The disclosure achieves independent actuation of the valve unit. Thus, the valve unit can be controlled independently of each other by the primary pilot valve arrangement and the secondary pilot valve arrangement. Functional impairment caused by pneumatically switching or arranging multiple pilot valves in series and / or parallel to one another without configuring the pilot valves to independently actuate the valve unit can be avoided.
[0019] Optionally, the input pilot valves are configured to actuate the input diaphragm in an activated state to close the connection. Each of the input pilot valves can be configured to open the input diaphragm in a passive, de-energized state and to close the input diaphragm in an active state by applying an electrical current. Thus, the input pilot valves can be configured to individually control the input diaphragm through a pneumatic "select-high" connection or "high-active" connection of the first input pilot valve and the second input pilot valve, i.e., a logical "or" connection of the input pilot valves for switching the pressures of the first input pilot valve and the second input pilot valve.In other words, the "select-high" connection controls the higher of the pressures controlled by the first input pilot valve arrangement and the second input pilot valve arrangement. This prevents pneumatic interference between the input pilot valves in the event of a fault, allowing the performance of the braking system in the event of a fault to be adjusted to the performance of the braking system under normal conditions. Optionally, the solenoid control valve arrangement features a double check valve, and the input pilot valves are pneumatically connected to one another via the double check valve. The double check valve can establish a pneumatic "select-high" connection between the first input pilot valve and the second input pilot valve, thus enabling each input pilot valve to individually control the input diaphragm.
[0020] Optionally, the output pilot valves are configured to actuate the output diaphragm in an activated state to vent the service brake pressure path. Each of the output pilot valves can be configured to close the output diaphragm in a passive, de-energized state and to open the output diaphragm in an active state by applying an electrical current. Thus, the output pilot valves can be configured to individually control the output diaphragm through a pneumatic "select-low" connection or "low-active" connection of the first output pilot valve and the second output pilot valve, i.e., a logical "and" connection of the output pilot valves for switching the pressures of the first output pilot valve and the second output pilot valve.In other words, the "select-low" connection controls the lower of the pressures delivered by the first output pilot valve arrangement and the second output pilot valve arrangement. This eliminates pneumatic interference between the output pilot valves in the event of a fault, allowing the brake system's performance in the event of a fault to be adjusted to its normal performance.
[0021] Optionally, the solenoid control valve assembly includes a double shutoff valve, and the output pilot valves are pneumatically connected to each other by the double shutoff valve. The double shutoff valve can provide a pneumatic select-low connection of the first output pilot valve and the second output pilot valve, thus enabling the output pilot valves to individually control the output diaphragm. Optionally, the primary pilot valve assembly is configured to be controlled by a primary control device, and the secondary pilot valve assembly is configured to be controlled by a secondary control device.It was recognized that the possibility of individual control of the diaphragms by the pilot valve assemblies can be effectively achieved if the primary pilot valve assembly is controllable by the primary control unit and the secondary pilot valve assembly is controllable by the secondary control unit. This allows for fail-safe operation of one of the control units and / or one of the pilot valve assemblies. The possibility of individual control allows for wheel-specific operation of the braking system.
[0022] Optionally, the primary pilot valve assembly includes a primary control port for electrically connecting the primary pilot valve assembly and a primary control device, and the secondary pilot valve assembly includes a secondary control port for electrically connecting the secondary pilot valve assembly and a secondary control device. The primary pilot valve assembly can be effectively electrically connected to the primary control device, and the secondary pilot valve assembly can be effectively electrically connected to the secondary control device.
[0023] According to one aspect of the disclosure, an electropneumatic braking system for a vehicle, in particular a commercial vehicle, is provided. The electropneumatic braking system comprises a valve unit with a first valve port and a second valve port, a service brake pressure path with a pneumatic connection between the first valve port and the second valve port, an input diaphragm configured to selectively close the connection, and an output diaphragm configured to selectively vent the service brake pressure path, and includes the solenoid control valve assembly described above. Optionally, the solenoid control valve assembly comprises one or more of the technical features described above in order to achieve an associated technical effect. According to one aspect of the disclosure, a vehicle, in particular a commercial vehicle, is provided.The vehicle, in particular a commercial vehicle, comprises the above-described solenoid control valve assembly and / or the above-described electropneumatic braking system. Optionally, the solenoid control valve assembly comprises one or more of the above-described technical features to achieve an associated technical effect.
[0024] Further features of the disclosure as well as its technical effects emerge from the figures and the description of the preferred embodiments shown in the figures.
[0025] Fig. 1 is a schematic representation of a vehicle, in particular a commercial vehicle, according to one aspect of the disclosure;
[0026] Fig. 2 is a schematic representation of a section of an electropneumatic braking system according to one aspect of the disclosure;
[0027] Fig. 3 is a schematic representation of a solenoid control valve assembly according to one aspect of the disclosure and a valve unit;
[0028] Fig. 4 is a schematic representation of a vehicle, in particular a commercial vehicle, according to the prior art; and
[0029] Fig. 5 is a schematic representation of a vehicle, in particular a commercial vehicle, according to one aspect of the disclosure.
[0030] Figure 1 shows a schematic representation of a vehicle 200a, in particular commercial vehicle 200b, according to one aspect of the invention.
[0031] The vehicle 200a, in particular the commercial vehicle 200b, is referred to below as the vehicle 200a, 200b. The vehicle 200a, 200b is a land vehicle. The vehicle 200a, 200b is, for example, a towing vehicle of a multi-unit vehicle 200a, 200b or a truck, and / or the vehicle 200a, 200b is a bus.
[0032] The vehicle 200a, 200b has an electropneumatic braking system 250.
[0033] The electropneumatic braking system 250 is configured to detect and process a braking request from a driver and / or user of the vehicle 200a, 200b and / or a braking request from an automated driving function of the vehicle 200a, 200b, and accordingly to achieve braking or deceleration of the vehicle 200a, 200b and / or one or more wheels 201 (see Figures 4 and 5) of the vehicle 200a, 200b.
[0034] The electropneumatic braking system 250 includes a solenoid control valve assembly 100 and a valve unit 105. Details of the vehicle 200a, 200b, the electropneumatic braking system 250, the solenoid control valve assembly 100 and the valve unit 105 are further described with reference to Figures 2 to 5.
[0035] Figure 2 shows a schematic representation of a section of an electropneumatic braking system 250 according to one aspect of the disclosure. The electropneumatic braking system 250 according to Figure 2 is an electropneumatic braking system 250 for a vehicle 200a, 200b. Such a vehicle 200a, 200b is described with reference to Figure 1. Figure 2 is described with reference to Figure 1.
[0036] Figure 2 shows a section of the electropneumatic braking system 250 (see also Figure 5) related to a front axle 203 of the vehicle 200a, 200b. The section of the electropneumatic braking system 250 shown in Figure 2 has two brake actuators 205. Each of the brake actuators 205 is assigned to one of the wheels 201 (see Figures 4 and 5) and is pneumatically actuated.
[0037] The electropneumatic braking system 250 has a solenoid control valve assembly 100 and a valve unit 105 for each wheel 201. The solenoid control valve assembly 100 is electrically controllable to control the valve unit 105. The valve unit 105 has a first valve port 107, a second valve port 108, and a vent port 108a. The first valve port 107 is indicated by a "1" on a housing of the valve unit 105. The second valve port 108 is indicated by a "2" on the housing of the valve unit 105. The vent port 108a is indicated by a "3" on a housing of the valve unit 105. The first valve port 107 and the second valve port 108 can be connected or disconnected by a control by the solenoid control valve assembly 100 in order to selectively apply compressed air to the respective brake actuator 205 and achieve braking.Furthermore, the solenoid control valve assembly 100 is configured to vent the service brake pressure path 106 via the vent port 108a in order to selectively reduce a braking torque and / or a braking force of the brake actuator 205. The components of the valve unit 105 shown below the vent port 108a in Figure 2 are configured to provide protection against, for example, water ingress into the valve unit 105.
[0038] To control the solenoid control valve assembly 100, the electropneumatic brake system 250 has a primary control unit 140 and a secondary control unit 145. Each of the control units 140, 145 is configured to independently monitor, regulate, and / or control the solenoid control valve assembly 100. For this purpose, the solenoid control valve assembly 100 has a primary control port 123 and a secondary control port 128. The primary control unit 140 is electrically connected to the solenoid control valve assembly 100 via the primary control port 123 in order to supply the solenoid control valve assembly 100 with control signals and / or electrical energy. The secondary control unit 145 is electrically connected to the solenoid control valve assembly 100 via the secondary control port 128 in order to supply the solenoid control valve assembly 100 with control signals and / or electrical energy.
[0039] The electropneumatic braking system 250 includes an axle modulator 215. The axle modulator 215 is pneumatically connected to a compressed air supply 210 (see Figures 4 and 5) and pneumatically connects the compressed air supply 210 to the valve assembly 100. The axle modulator 215 is controllable by the primary control unit 140 to supply compressed air to the valve assemblies 100.
[0040] Figure 3 shows a schematic representation of a solenoid control valve assembly 100 according to one aspect of the disclosure and a valve unit 105. The solenoid control valve assembly 100 and the valve unit 105 according to Figure 2 are associated with one of the brake actuators 205 according to Figure 2. Figure 3 is described with reference to Figures 1 and 2.
[0041] The valve unit 105 according to Figure 3 is shown as an exploded view and has the first valve connection 107 and the second valve connection 108. The first valve connection 107 is configured to pneumatically connect the valve unit 105, for example via an axis modulator 215, to a compressed air supply 210 in order to supply the valve unit 105 with compressed air. The second valve connection 108 is configured to pneumatically connect the valve unit 105 to a brake actuator 205 in order to supply and / or vent the brake actuator 205 with compressed air.
[0042] The valve unit 105 comprises a service brake pressure path 106, indicated schematically by dotted lines, with a pneumatic connection 109 between the first valve connection 107 and the second valve connection 108. The service brake pressure path 106 is arranged, for example, inside the valve unit 105.
[0043] The valve unit 105 comprises an input diaphragm 110 configured to selectively close the connection 109. The connection is open in the unactuated or de-energized state and can be closed by actuation or energization. When the connection 109 is opened, a pneumatic connection is established via the service brake pressure path 106 between the first valve port 107 and the second valve port 108. This allows the axle modulator 215 to supply compressed air to the brake actuator 205. The input diaphragm 110 is accordingly configured to selectively separate the connection 109. When the connection 109 is separated, a pneumatic connection 109 via the service brake pressure path 106 between the first valve port 107 and the second valve port 108 is avoided.The solenoid control valve assembly 100 includes an input control path 111 configured to pneumatically connect the solenoid control valve assembly 100 to the input diaphragm 110.
[0044] The valve unit 105 includes an output diaphragm 115 configured to selectively vent the service brake pressure path 106. By actuating the output diaphragm 115, a brake pressure actuating the brake actuator 205 can be vented to reduce and / or prevent braking by the brake actuator 205. The solenoid control valve assembly 100 includes an output control path 116 configured to pneumatically connect the solenoid control valve assembly 100 to the output diaphragm 115.
[0045] The solenoid control valve assembly 100 includes a primary pilot valve assembly 120 and a secondary pilot valve assembly 125. The primary pilot valve assembly 120 includes a first input pilot valve 121 and a first output pilot valve 122. The secondary pilot valve assembly 125 includes a second input pilot valve 126 and a second output pilot valve 127. Thus, the solenoid control valve assembly 100 includes four pilot valves 121, 122, 126, 127.
[0046] Each of the pilot valves 121, 122, 126, 127 is configured to be supplied with electrical energy in order to be transferred from a passive state to an active state. The primary pilot valve assembly 120 has a primary control port 123 for electrically connecting the primary pilot valve assembly 120 and a primary control device 140. The secondary pilot valve assembly 125 has a secondary control port 128 for electrically connecting the secondary pilot valve assembly 125 and a secondary control device 145. The primary control port 123 and the secondary control port 128 are designed as three-phase and three-pole ports 123, 128, respectively (see ports 6.1, 6.2, and 6.3). Thus, each of the control connections 123, 128 has a ground (connection 6.1) and two current-carrying electrical lines (connections 6.2 and 6.3) for one of the pilot valves 121, 122, 126, 127.Thus, the primary pilot valve assembly 120 is configured to be controlled by a primary controller 140, and the secondary pilot valve assembly 125 is configured to be controlled by a secondary controller 145.
[0047] The primary pilot valve assembly 120 and the secondary pilot valve assembly 125 each have a compressed air connection (port 1, indicated by a dot-dashed line) and a vent connection (port 3, indicated by a dot-dashed line). The compressed air connection (port 1) is pneumatically connected to the first valve connection 107 of the valve unit 105 (not shown in Figure 3). The vent connection (port 3) is pneumatically connected to the vent connection 108a of the valve unit 105 (not shown in Figure 3).
[0048] The input pilot valves 121, 126 each have an inlet (port 11) connected to the compressed air connection and a vent outlet (port 31) connected to the vent connection. The input pilot valves 121, 126 each have a control port (port 21) configured to pneumatically connect the respective pilot valve arrangement 120, 125 to the input diaphragm 110 via the input control path 111.
[0049] The output pilot valves 122, 127 each have an inlet (port 12) connected to the compressed air connection and a vent outlet (port 32) connected to the vent connection. The output pilot valves 122, 127 each have a control port (port 22) configured to pneumatically connect the respective pilot valve arrangement 120, 125 to the output diaphragm 115 via the output control path 116.
[0050] The input pilot valves 121, 126 are each configured to individually control the input diaphragm 110. The output pilot valves 122, 127 are each configured to individually control the output diaphragm 115. For this purpose, the solenoid control valve arrangement 100 has a double check valve 130 and a double shut-off valve 135. The double check valve 130 pneumatically connects the input pilot valves 121, 126 to one another and to the input diaphragm 110. The double check valve 130 is arranged or connected between the input pilot valves 121, 126 and the input diaphragm 110 in the input control path 111. The double shut-off valve 135 pneumatically connects the output pilot valves 122, 127 to each other and to the output diaphragm 115. The double shut-off valve 135 is arranged or connected between the output pilot valves 122, 127 and the output diaphragm 115 in the output control path 116.
[0051] The input pilot valves 121, 126 are configured to actuate the input diaphragm 110 to close the connection 109 in an activated or energized state. The input pilot valves 121, 126 are configured to actuate the input diaphragm 110 to open the connection 109 in a passive or de-energized state. The output pilot valves 122, 127 are configured to actuate the output diaphragm 115 to vent the service brake pressure path 106 in an activated or energized state. The output pilot valves 122, 127 are configured to close the output diaphragm 115 in a passive or de-energized state.
[0052] Figure 4 shows a schematic representation of a vehicle 200a, in particular a commercial vehicle 200b, according to the prior art. The description of Figure 4 uses the terminology used in the description of Figures 1 to 3.
[0053] The vehicle 200a, 200b has a primary control unit 140 and a secondary control unit 145. The vehicle 200a, 200b has a plurality of wheels 201 and brake actuators 205 assigned to the wheels 201. The brake actuators 205 of the front axle 203 can each be actuated by a solenoid control valve assembly 100 and a valve unit 105. The solenoid control valve assembly 100 of each brake actuator 205 is thus electrically connected via Y-connections 260 to both the primary control unit 140 and the secondary control unit 145. Figure 5 shows a schematic representation of a vehicle 200a, in particular a commercial vehicle 200b, according to one aspect of the disclosure. Such a vehicle 200a, 200b is described with reference to Figure 1. Figure 5 is described with reference to Figures 1-4.
[0054] The vehicle 200a, 200b has a plurality of wheels 201 and an electropneumatic braking system 250. The vehicle 200a, 200b has a plurality of wheel speed sensors 202 assigned to the wheels 201. The wheel speed sensors 202 are configured to detect the rotational speed of the respective wheel 201 and are connected to the primary control unit 140 and the secondary control unit 145 to make the rotational speed of the respective wheel 201 available to the control units 140, 145.
[0055] The electropneumatic braking system 250 is configured to brake or decelerate one or more of the wheels 201. The electropneumatic braking system 250 has a power supply 233 for supplying the braking system 250 with electrical energy and / or is connectable to a power supply 233 of the vehicle 200a, 200b.
[0056] The vehicle 200a, 200b has a vehicle bus 232, for example a CAN bus, which connects the electropneumatic braking system 250 to other components of the vehicle 200a, 200b in terms of communication technology.
[0057] The vehicle 200a, 200b has a control module 231. The control module 231 is connected to the electropneumatic braking system 250 via the vehicle bus 232. The control module 231 is configured to transmit control signals relating, for example, to an automated driving function 230 to the electropneumatic braking system 250 and / or to monitor data for an automated driving function 230. Such an automated driving function 230 can include an intervention in the braking system 250 and / or the steering of the vehicle 200a, 200b. For this purpose, a signal corresponding to the automated driving function 230 can be transmitted via the vehicle bus 232 to the electropneumatic braking system 250 or the primary control unit 140 and the secondary control unit 145. The electropneumatic brake system 250 or the primary control unit 140 and the secondary control unit 145 are connected to a brake value transmitter 234 and to a parking brake switch 235.The brake signal sensor 234 is configured to detect a brake signal or a brake request from a user or driver of the vehicle 200a, 200b. The brake signal sensor 234 is configured to process the brake request and transmit it to the primary control unit 140 and the secondary control unit 145.
[0058] The parking brake switch 235 is configured to activate or deactivate a parking brake or a parking brake function of the electropneumatic braking system 250. The electropneumatic braking system 250 has a handbrake modulator 216 assigned to the rear axle of the vehicle 200a, 200b. The handbrake modulator 216 is pneumatically connected to the brake actuators 205 of the wheels 201 of the rear axle for actuating the brake actuators 205. The parking brake switch 235 is electrically connected to the handbrake modulator 216 for actuating the brake actuators 205 to actuate the parking brake.
[0059] The vehicle 200a, 200b has a plurality of compressed air supplies 210. The compressed air supplies 210 are pneumatically connected to the axle modulator 215 assigned to the front axle and to the handbrake modulator 216, respectively, in order to supply compressed air to the brake actuators 205 pneumatically connected to the axle modulator 215 and to the handbrake modulator 216, respectively.
[0060] The solenoid control valve assembly 100 assigned to each wheel 201 of the front axle has the primary control port 123 and the secondary control port 128. The primary control unit 140 is electrically connected to the solenoid control valve assembly 100 via the primary control port 123. The secondary control unit 145 is electrically connected to the solenoid control valve assembly 100 via the secondary control port 128.
[0061] For connecting a trailer (not shown), the vehicle 200a, 200b has a trailer control module 220 and a
[0062] Trailer bus interface 221 or communication interface. The trailer control module 220 pneumatically connects the trailer to the vehicle 200a, 200b. For this purpose, the trailer control module 220 is connected to a compressed air supply 210 and the primary control unit 140. The secondary control unit 145 is pneumatically connected to the trailer via the double check valve 130.
[0063] The trailer bus interface 221 is configured to connect the vehicle bus 232 to a vehicle bus of the trailer, for example, in accordance with standard ISO 11992-1:2019-05 “Road vehicles - Exchange of digital information via electrical connections between towing vehicles and trailers - Part 1: Physical layer and data link layer” of May 2019. The trailer bus interface 221 is connected to the primary control unit 140.
[0064] Reference symbol (part of the description)
[0065] 100 Solenoid control valve arrangement
[0066] 105 Valve unit
[0067] 106 Service brake pressure path
[0068] 107 first valve connection
[0069] 108 second valve connection
[0070] 108a vent connection
[0071] 109 pneumatic connection
[0072] 110 Input membrane
[0073] 111 Input control path
[0074] 115 Output membrane
[0075] 116 Output control path
[0076] 120 primary pilot valve arrangement
[0077] 121 first input pilot valve
[0078] 122 first output pilot valve
[0079] 123 primary control terminal
[0080] 125 secondary pilot valve arrangement
[0081] 126 second input pilot valve
[0082] 127 second output pilot valve
[0083] 128 secondary control connection
[0084] 130 double check valve
[0085] 135 double shut-off valve
[0086] 136 Ventilation path
[0087] 140 primary control unit
[0088] 145 secondary control unit
[0089] 200a vehicle
[0090] 200b commercial vehicle
[0091] 201 bike
[0092] 202 Wheel speedometer
[0093] 203 front axle
[0094] 205 Service brake actuator
[0095] 210 compressed air supply
[0096] 215 Axle modulator Handbrake modulator
[0097] Trailer control module Trailer bus interface Automated driving function Control module
[0098] vehicle bus
[0099] Energy supply
[0100] Brake value sensor
[0101] Parking brake switch brake system y-connection
Claims
Patent claims 1. A solenoid control valve arrangement (100) for an electropneumatic brake system (250) for a vehicle (200a), in particular a commercial vehicle (200b), wherein the electropneumatic brake system (250) comprises a valve unit (105) with a first valve connection (107) and a second valve connection (108), a service brake pressure path (106) with a pneumatic connection (109) between the first valve connection (107) and the second valve connection (108), an input diaphragm (110) configured to selectively close the connection (109), and an output diaphragm (115) configured to selectively vent the service brake pressure path (106), and the solenoid control valve arrangement (100) comprises: - a primary pilot valve arrangement (120) having a first input pilot valve (121) and a first output pilot valve (122); and - a secondary pilot valve arrangement (125) having a second input pilot valve (126) and a second output pilot valve (127); wherein - the input pilot valves (121, 126) are each arranged to individually control the input diaphragm (110) and the output pilot valves (122, 127) are each arranged to individually control the output diaphragm (115).
2. Solenoid control valve arrangement (100) according to claim 1, wherein the input pilot valves (121, 126) are configured to actuate the input diaphragm (110) to close the connection (109) in an activated state.
3. Solenoid control valve assembly (100) according to claim 1 or 2, wherein the solenoid control valve assembly (100) comprises a double check valve (130), and the input pilot valves (121, 126) are pneumatically connected to one another by the double check valve (130).
4. Solenoid control valve arrangement (100) according to one of the preceding claims, wherein the output pilot valves (122, 127) are configured, in an activated state, to control the output diaphragm (115) for venting the service brake pressure path (106).
5. Solenoid control valve assembly (100) according to one of the preceding claims, wherein the solenoid control valve assembly (100) comprises a double shut-off valve (135), and the output pilot valves (122, 127) are pneumatically connected to one another by the double shut-off valve (135).
6. Solenoid control valve assembly (100) according to one of the preceding claims, wherein the primary pilot valve assembly (120) is configured to be controlled by a primary control unit (140) and the secondary pilot valve assembly (125) is configured to be controlled by a secondary control unit (145).
7. Solenoid control valve assembly (100) according to one of the preceding claims, wherein the primary pilot valve assembly (120) has a primary control port (123) for electrically connecting the primary pilot valve assembly (120) and a primary control device (140), and the secondary pilot valve assembly (125) has a secondary control port (128) for electrically connecting the secondary pilot valve assembly (125) and a secondary control device (145).
8. An electropneumatic braking system (250) for a vehicle (200a), in particular a commercial vehicle (200b), wherein the electropneumatic braking system (250) comprises a valve unit (105) with a first valve connection (107) and a second valve connection (108), a service brake pressure path (106) with a pneumatic connection (109) between the first valve connection (107) and the second valve connection (108), an input diaphragm (110) configured to selectively close the connection (109), and an output diaphragm (115) configured to selectively vent the service brake pressure path (106), and comprises the solenoid control valve arrangement (100) according to any one of the preceding claims.
9. Vehicle (200a), in particular commercial vehicle (200b), comprising the solenoid control valve arrangement (100) according to one of claims 1 to 7 and / or the electropneumatic braking system (250) according to claim 8.